Power transmission



July 15, 1945 A. L. ELLIS 2,403,913

POWER TRANsMIssI ION Original Filed Jan. 14, 1956 '7' Sheets-Sheet 1 INVENTQR ARTHUR L. ELLIS w 1 W ATTORNEY y 1946- A. L. ELLIS 2,403,913

POWER TRANSMISS ION Original Filed Jan. 14, 1936 7 Sheets-Shet 2 ARTHUR L. ELLIS BY A ATTORNEY 9 394% A. L. ELLIS 4 2,403,913

POWER TRANSMISSION Original Filed Jan. 14, 1956 7 Sheets-Sheet 3 220 v 5 266 &

INVENTOR ARTHUR L. ELLIS ATTORNEY 7 July 16, 1946. A. L. ELLIS 2,403,913 4 POWER TRANSMISS ION Original Filed Jan. 14, 1936 7 Sheets-Sheet 4 INVENTOR ARTHUR L. ELLIS ATTORNEY July 16, 1946.

- A. L. ELLIS POWER TRANSMISSION 7 Sheets-Sheet 5 Original Filed Jan. 14, 1936 INVENTOR ARTHUR ELLIS BY W a ATTORNEY y v A. L ELLIS 2,403,913

POWER TRANSMISSION v Original Filed Jan. 14, 1936 7 Sheets-Sheet 6 w I Q 4 INVENTOR ARTHUR L. ELLIS ATTORNEY July 16, 1946.

A. L. ELLIS 2,403,913

POWER TRANSMIS S ION Original Filed Jan. 14, 1936 '7 Sheets-Sheet 7 9, 5 6&1 42 56*- I 6 82 7 a ,6 9

50 206' A 68 5 66 g 73 2 g (6 24 326 322 302 294 m m o o o Z 4 INVENTOR ARTHUR L. ELLIS ATTORNEY Patented July 16', 1946 POWER TRANSMISSION I Arthur L. Ellis, Deep River, Conni, assignor to Vickers Incorporated, Detroit, Mich., a corporation of Michigan Original application January 14, 1936, Serial No.

59,072. Divided and 1941, Serial No. 413,588

m 6 Claims.

This invention relates to p'ower transmissions, particularly to control devices for power transmissions of the variable speed type for transmitting power from a driving'member to a driven member at any speed ratio therebetween. With power transmissions in which a positive and nonyielding drive is provided, such, for example, as the well-known hydraulic type of transmission, the application of an excessive resisting load on the driven-member transmits an overload to the prime mover which operates the driving member unless some provision is made for preventing this. Should such an excessive load be imposed on the driven member while the ratio of power transmission is such that the driven member moves at a high speed relative to the driving member, the mechanical advantage of the driving member in overcoming this load is small, so that the prime mover becomes easily overloaded under these conditions.

Since the variable speed power transmission in itself provides a means for increasing the mechanical advantage of the driving member over the driven member, it is an object of the present invention to provide control means operative to change the ratio of power transmission upon the occurrence of an excessive load on th driven member in such a way that the power transmission itself will act to prevent transmission of the overload to the driving member.

A further object is to provide in a power transmission of the character described a control means responsive to the application of a predetermined amount of torque to the driving member for increasing the mechanical advantage of that member over the driven member.

A further object is to provide a novel control system of the character described including a fluid motor having a differential piston and a pair of control valves therefor, one of which is operable to determin the operativeness or nonoperativeness of the piston and the other of which is operable to determine its direction of move ment.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawings wherein a preferred form of the present invention is clearly shown.

This application is a division of application Serial No. 59,072, filed January 14, 1936, for Power transmission.

In the drawings:

Figure 1 is a diagrammatic illustration of a this application October 4,

2 fluid circuit embodying one form of the present invention.

Figures 2 and 3 are views corresponding to Figure 1 showing the parts in different positions.

Figure 4 is a fragmentary cross section on line 4-4 of Figure 5 showing the control valves with their operating mechanisms partly in elevation- Figure 5 is a cross section on line 55 of Figure 4. I

Figure 6 is a cross section on line 66 of Figure 4.

Figure 7 is a fragmentary perspective View of a portion of the valve control mechanism.

Figure 8 is a top view partly in section of the power transmission mechanism and a portion of the control system.

Figure 9 is a fragmentary sectional view on line 9-9 of Figure 8.

Figure 10 is a fragmentary sectional view on line I 0-! 0 of Figure 8.

Referring now to Figure 8, there is illustrated a power transmission of the well known Waterbury type comprising a variable displacement pump or A-end I0 and a fixed displacement hydraulic motor or B-end l2. Transmissions of this character are fully described in the patents to Williams 1,044,838 and to Janney 1,020,285, so that it is unnecessary to describe the construction of the transmission itself in detail. For the purpose of this specification it may be stated that the A-end [0 comprises a drive shaft l4, rotation of which causes fluid to be pumped to the B-end l2. The displacement of the pump and consequently the quantity of fluid pumped per revolution of shaft I4 are regulated by a tilting box [6 which is shown in the neutral position.

' Movement of the tilting box in a clockwise direction away from the neutral position produces forward rotation of the B -end and its driven member I 8, (arrow A) while movement of the tilting box counterclockwise away from the neutral position causes rotation of the driven member E8 in the opposite direction. While the position of the tiltin box l6 may be controlled in any suitable manner, in the form of the invention illustrated, a control mechanism of the type shown in the patent to Janney 1,220,424 is utilized and includes a non-rotative rod 20 mounted for sliding movement in bearings 22 and 24 and having a sliding and pivoting connection at 26 with a stud 28 on the tilting box I 6. A screw shaft 30 is connected to the shaft 20 by a swivel 32 and at its opposite end carries a splined head 34 which is slidable but not rotatable relative to a slotted sleeve 36 (see Figure 9). The sleeve 36 is journalled on bearings 38 and 40 and has a projecting shaft 42 upon which is mounted a hand wheel 44 by which the screw shaft 30 may be rotated. The screw shaft 30 is threaded into a rotatable nut 46 rigidly secured in the hub 48 of a gear 55 which in turn is journalled in the bearing 52 by which the nut and gear are held against axial movement. The pitch of the threads of shaft 36 is sufficiently great as to make the thread reversible. That is, the shaft 30 may be threaded into or out of nut 4'6 by pushing or pulling on the shaft 29, th haft 30 turning in swivel 32 and in nut 45. Gear 50 meshes with a pinion 54 rigidly secured to the B-end driven shaft I8. The lefthand end of the rod 20 carries a differential piston 55 operating in a cylinder 58 by which the rod 29 and tilting box It may be operated directly with fluid under pressure.

The A-end driving shaft I4 carries a double clutch 69 having a movable member 52 splined to the shaft I4 and slidable to engage either a clutch member 64 rigidly secured to a shaft 65 or a clutch member 68 rotatably mounted on the shaft I4. The shaft 6t may be that of any suitable prime mover, for example, an electric motor, .not shown, and is used for normally driving the power transmission. The clutch member 63 carries a sprocket "It which is driven by a chain I2 from a manual drive: clutch unit I4 by which the"A"-end may be driven by hand from a hand crank it upon failure of power at the shaftGIi. Means for moving the tilting box toward neutral position upon occurrence of an overload is provided and includes a housing 18 mounted on top of the A-end directly over the upper trunnion upon which the tilting box It is mounted. Referring now to Figure 4 the housing '58 carries a removable bearing 30 within which a stub shaft 82 is mounted. The lower end of the shaft 82 is adapted to be coupled directly to the tilting box by means of a keyway 84. Shaft 82 has rigidly secured thereto an arm 86 carrying a cam 88 for the purpose of controlling a constant horsepower control valve generally designated at 96. Shaft 82 also carries an arm 92 having a lost motion connection with a cam bar 54 for the purpose of operating a directional control valve generally designated at 96. The valves 90 and 95' are formed within a valve block 98 secured to one side of the housing I8. The valve block t8 also includes a constant torque valve I55 (Figure 5) which is operated from the clutch unit 14 shown in Figure 8.

Referring now to Figures 6 and '7, cam 88 is formed with a high portion IE2 at its mid-part corresponding to neutral position of the tilting box It and curved portions I04 and I65 sloping away from the high part I02 symmetrically on either side thereof. A roller cam follower I08 is pivoted on a lever Hi), the latter being pivoted at H2 in a bracket H4 formed on the valve block 98. The outer end of the lever H0 carries a link lit pivotally connected to a tension rod I I8 having an adjustable spring plate outer end abutting a spring I20 is moved to the right in Figure 6 whenever the arm 85 moves away from the neutral position illustrated, thus "decreasing the compression of the spring I22. The lefthand end of spring I22 abuts againstia spool I24 which in turn abuts against a valve member I25 slidably mounted within albore I28 formed in the valve block 98. The lefthand end of the valve member I26 is reduced in diameter at I30 to fit a reduced porats I32 or the bore-12s. There is thus provided I22 at its a I22. The spring plate a small area against which fluid pressure may be exerted through a port I34 to counteract the force of the spring I22 and to move the valve I25 to the right in Figure 6. A port I36 is provided leading to the bore I28 and is so positioned that a predetermined amount of movement of the valve I25 to the right opens a connection between the port I34 and the port I35. The valve I25 is also provided with a reduced portion I38 which is adapted to connect a port I40 with a port I42 in the position illustrated and to close 01f the port I42 when valve I26 moves to the right sufficiently to open port I35. A closure I43 protects the spring I22 and seals the end of bore I28.

Referring now to Figure 5, the directional control valve 98 includes a valve member I44 slidable in a bore M8 formed in the valve block 98 and having an end closure I48 at its outer end. The valve member I44 is operated, from the arm 92 by means of the cam bar 94 having a cam portion I which cooperates with a pin I52 formed on a lever arm I54. The arm I54 is pivoted at I56 to a bracket I58 formed in the housing 18 and carries an adjustable stop screw I60 for determining the lefthand position of the valve I44. The arm I54 also carries a pin I52 which projects through a slot I54 in the bar 94 for the purpose of preventing the cam bar 94 from lifting away from the pin I52 and also for positively moving the arm I54 to the left when the cam bar 94 reaches the lefthand limit of its travel. The cam bar 94 is connected to the arm 92 by means of a pin I66 carried by the cam bar 94 and a slot It!) formed in the arm 92. A spring Ilfl abuts against a pin I12 on the arm 92 and a pin IE4 on the cam bar 94 and tends to keep pin IE5 in the lefthand end. of slot I68.

The mechanism is so arranged and adjusted that in the ,position illustrated which corresponds to neutral position of the tilting box I6 the valve I44 is maintained in its lefthand position by the spring I'Ifi acting through the pin I14, cam bar 54, the righthand end of the slot I64, the pin I52, and the lever I54. Movement of the arm 92 away from the position illustrated in a clockwise direction in Figure 5 does not move the cam bar 94 but merely increases the tension in the spring I'IO; the slot I63 permitting clockwise overtravel of the arm 92. Should the arm 92 move counterclockwise away from the position illustrated, the lefthand end of slot I88 abuts pin I55 moving cam bar 94 to the right. Cam I58 thus moves the pin I52 downwardly causing a clockwise movement of the arm I54 and moving valve I44 to the'right. The construction is such that the complete travel of valve I44 takes place in a very small angle of movement of the arm 92 as compared with its total movement.

The bore I48 of the valve I44 has a port H6 at its lefthand end and a port I18 to the right thereof. Valve I44 is formed with a reduced portion I88 adapted to connect the ports I15 and I18 when the valve is moved to the right. A bore I82 is formed centrally of the member I44 and connects by means of a cross bore I84 the righthand end of the bore I46 with the interior of the housing I3. In the position illustrated in Figure 5, the port I13 is in communication with the righthand'end of the bore I46 by means of a reduced portion I36 formed on the valve member I44 and is, therefore, in communication with the interior of the housing I8 when the valve is in the position shown. This communication is out off by the valve I44 beingmoved to the right.

I The constant torque valve I includes a valve member I08 slidably mounted within a bore I90. The bore: I90 is formed with a port I92 communicating with the port I16 through a conduit I94 and a port I96 communicating with the port I42of valve 90 through a conduit I 98. The valve I88 is formed similarly to the valve I44 except that it is operated by means of a stem 200 projecting outwardly from the valve block 98 through a packing gland 202. A bracket 204 carries a lever 206 having pivotal connection at 208 with the stem 200 and at 2I0'with an operating rod 2I2. Inv the position illustrated in Figure 5 the valve I88 closes oif communication between ports I92 and I96 and connects port I96 to the interior of housing 1.8. When the valve is moved to the right, the ports I92 and I96 are connected together' and port I96 is cut oif from communication with the housing 18.

The clutch unit 14 illustrated in Figure 8 includes a main shaft 286 carried in bearings 288 and rigidly secured to the crank 16. Shaft 286 carries a hub 290 rigidly secured thereto which drives a set of planetary pinions 292 cooperating with a fixed ring gear 294 and a sun pinion 296. The sun pinion 296 is rigidly secured to a flywheel 298 journalled on the shaft 286 by means of bearings 300. The hub 299 also carries a driving part 302 of a spring-loaded friction clutch 304. The driven part of the clutch 364 comprises a hub member 306 freely rotatable on shaft 286. The hub member 306 has splined thereto a cam member 308 (see Figure 10) which is spring pressed to the right by springs 3H0. The cam member 308 has a projection 3I2 engaging with a cam surface 3 I4 formed in the hub of a sprocket 3I6 which is'mounted on the hub member 306 so as to be rotatable relative thereto. Cam member 308 has a slot 3 I8 formed therein for engagement with a fork 320 which is pivotedly mounted on a shaft 322. Shaft 322 has a lever 324 connected by means of a linkage 326 to the operating rod 2| 2 for the constant torque valve I00.

It will be seen that the crank 16 is directly geared to the flywheel 298 in a manner to cause the flywheel to revolve at a greater rate of speed than the crank 16. The clutch 304 connecting the shaft 286 to the rotatable hub 306 is arranged to slip when a predetermined amount of torque is applied thereto. is so proportioned relative to the torque transmitted by the clutch 304 that the projection 3H 2 may move substantially half the length of the cam surface 3 I 4 before springs 3 I 0 are compressed sufficiently to require a torque greater than the maximum transmitted by clutch 304 for further travel of the member 3I2 along the cam surface 3I4. Thus, whenever the load applied to the sprocket 3I6 is sufiiciently great to cause clutch 304 to slip, the sprocket 3I6 must have moved relative to hub 306 an amount sufficient to move the cam member 308 to the left a predetermined amount. This movement of the member 308 is transmitted through the slot 3I8, fork 320, shaft 322, lever 324, linkage 326, to the operating rod 2 I 2 for the constant torque valve I00.

Referring now to Figure 1, the hydraulic circuit for the control mechanism of the present invention includes the mechanism above described, and in addition, a pilot control valve 2I4 and a hydraulically operated valve 2I6 both of which are formed in a second valve block 2I8 formed in the body of the cylinder 58 (see Figure 8 The pilot control valve 2I4 may be operated by a'hand lever 220 or by any suitable automatic The force of the springs 3I0- valve 244 for 6, mechanism desired, and is arranged to move the piston 56 and tilting box I6 to the right when in the position illustrated, and to move the same to the left when the valve 2| 4 is moved to the limit in the left-hand direction. An intermediate position is provided in which the piston 56 is hydraulically locked against movement. The valve 2| 6 is operated in response to the constant horsepower valve and the constant torque valve I00 to move the piston 56 and the tilting box- I6 toward neutral position irrespective of the position of valve is being used for normal control, with suflicient force to overcome the greatest manual effort which can be applied to wheel 44.

Fluid under pressure for operating the piston 56 under the joint control of the valves 90, 96, I00, 2M, and 2I6 is provided with two alternate sources: The first is the power circuit of the hy-' draulic transmission itself, the valve plate thereof being indicated at 222. Conduits 224 and 226 connect with each of the two valve ports 228 and 230, respectively, and lead to a shuttle valve 232 for the purpose of connecting a conduit 234 withwhichever of the conduits 224 and 226 has a higher pressure at a given instant. The other source comprises an auxiliary pump 236, of any suitable construction, having an intake 238 lead ing from the expansion tank, not shown, and having a relief valve, not shown, which are customarily provided with hydraulic systems of this character. Pump 236 may be driven, forexample, by an electric motor 240. Pump 236 has an outlet conduit 242 communicating with a shuttle the purpose of selectively delivering to a conduit or conduit 242 depending upon which has a higher pressure at a given instant.

The conduit 234 has a branch 249 leading to the port I34. of the constant horsepower valve 90 while the conduit 242 has a branch 250 leading to the port 252 of the valve 2I4. Conduit 246 communicates by means of a branch 254 with the conduit I94 connecting ports I16 and I92 of valves 96 and I00, respectively, and has a second branch 256 leading to a port 258 of the valve 2I6. Valve 2I6 is formed with a port 260 communicating by means of a conduit 262 with the small end of the cylinder 58 and, in the position of the valve 2l6 illustrated, the ports 258 and 260 are connected. When the valve 2I6 is moved to the right by a spring 264, the port 260 is out 01f fromcommunication with the port 258 andplaced in communication with a port 266 communicating with the conduit 250.

The port I18 of valve 96 communicates by means of a conduit 268 with a port 210 of the valve 2I6. In the position illustrated in Figure 1 the Valve H6 is arranged to connect the port 210 with a port 212 leading by means of a conduit 214 to the large end of the cylinder 58. When the valve 2I6 is moved to the right, as in Figure 3, port 212 is cut off from communication with port 210 and connected with a port 216 leading to a port 218 of the valve 2I4. Port 218 is connected with the port 252 by the valve 2| 4' in the position illustrated in Figure 1. When valve 2I4 is moved to its mid-position, the port 218 is cut off from communication with any port in the valve 2I4. When moved to the limit of its travel to the left, valve 2I4 connects port 218 with a port 260 leading to the expansion tank, now shown. Conduits 28I and 283 connect the opposite ends ofthe valve 2 I4 to the expansion tank tic-eliminate trappingeffects. The ports I36 and 2I4 or, when the hand wheel 44 246 fluid from either conduit 234' I48 of valve 90 are connected together by means of a conduit 282 leading to an operating cylinder 284 at the righthand end of valve 2I6 for overcoming the force of the spring 264 and moving the valve 2I6 into the position illustrated in Figures 1 and 2.

In operation, the transmission being suitably assembled with the shaft 86 connected to a prime mover, preferably one of constant speed, and the shaft I8 being connected to a load which it is desired to drive at variable speeds, the clutch 65 is shifted to en age the clutch member 64. If it is desired to operate the B-end shaft [8 and the load to a predetermined position, that is, by follow-up control, the hand wheel 44 is turned causing the screw shaft 30 to move axially inthe nut 46 moving the tilting box out of neutral position. Fluid is thus pumped from th A-end to the B-end and the latter operating as a fluid motor turns the shaft I8 and the load. This movement of shaft I8 turns the nut 46 through the gears 58 and 54 in a direction tending to move the screw shaft 36 back into the position corresponding to neutral position of the tiltin box in the manner more fully described in the Janney Patent 1,220,424. So long as handwheel 44 i turned the B-encl shaft I8 will continue to turn at a corresponding speed and direction.

Alternatively the transmission may be operated under normal control of the pilot valve 2I4 instead of under the control of handwheel 44, if it is desired to drive the load continuously at a given rate of speed for considerable intervals. Thus, during normal operation, when there is no tendency to overload the prime mover, which is illustrated in Figure 3, the valve 2I6 lies in its righthand position, in which the small end of the cylinder 58 is constantly supplied with fluid under pressure through the conduit 262, ports 268 and 266, conduits 258 and 242, and pump 236. The large end of the cylinder 58 under these conditions is subject to control by the valve 2I4 through the conduit 214, and ports 212 and 216. Thus with the valve 2I4 in the position shown the port 218 is blocked and piston 56 is held stationary. With the valve 2I4 moved to the right, port 218 is connected with conduit 252 for admission of fluid under pressure from the auxiliary pump 236 to the large end of the cylinder 58 causing piston 56 to move to the right and thus moving the tilting box in a clockwise direction in Figure 8, and increasing the speed of the B-end in a forward direction. When the valve 2I4 is moved fully to the left, the port 218 is connected to port 288, thus exhausting fluidfrom the large end of the cylinder 58 causing the piston 56 to move to the left under the constant pressure supplied to the small end of the cylinder 58. l The speed of the B-end in a forward direction will therefore be reduced, or if the tilting box has been moved to the left past neutral position the speed in the opposite direction will be increased. During operation under normal control of valve 2I4 the handwheel 44 is free to turn with the B-end shaft I8. That is, with the pump on stroke in any given position, the member 26 and tilting box I6 will remain stationary while the gear 54 will rotate the gear 50 and nut 46 and carry along with them in their rotation the screw shaft 30, the head 34, the sleeve 36, and the handwheel 44, as a unit, without imparting longitudinal movement to the member 20. 1

Should an excessive resisting load be imposed upon the shaft I8 such that the prime mover connected to the shaft 66 would be overloaded, the constant horsepower valve 98 operates to move the tilting box I6 toward neutral position. It is a characteristic of hydraulic transmissions of. the type described that the fluid pressure in the working circuit of the transmission itself varies in direct proportion to the torque load imposed upon the B-end shaft I8. When the shaft I8 is turning in one direction, one of the valve ports, for example 238, becomes the pressure port and the pressure existing in this port is transmitted to the conduit 226 and the shuttle valve 232. On rotation in the opposite direction the port 228 becomes the pressure port and the pressure therein is transmitted to conduit 224 and shuttle valve 232 which moves to the position opposite to that illustrated in Figure 1. Any abnormal pressure rise that occurs in either valve port 228 ,or 230 is thus transmitted through conduits 234 and 248 to port I34 of the constant horsepower valve 98. When this pressure exceeds the value determined by the compression of the spring I22, the valve member I28 moves to the right opening port I36 and permitting the fluid to pass through conduit 282-to the power cylinder 284 of the valve 2I6. The opening of port I36 to pressure fluid from port I34 initiates a sequence of operations immediately causing a ratio of transmission to be established which will be safe for the particular overload imposed on the B- end shaft I8. That is, the mechanical advantage of the A-end shaft I4 over the B-end shaft I8 is increased to the point where the prime mover is not overloaded. The operation for this purpose is as follows:

Assuming that the tilting box is standing in a position for forward drive, the piston 58 will be standing to the right of the mid-point'of its travel as illustrated in Figure 1. The directional control valve 96 will also be in the position i1- lustrated in Figure 1 in which fluid flow is cut off between the ports I16 and I18 and the port I18 is connected to the interior of the housing 18 which is maintained at atmospheric pressure by a connection to the expansion tank, not shown. The valve 2I6 having moved to the left, as illustrated, by the fluid pressure admitted to the power cylinder 284 by valve 98, connects the large end of control cylinder 58 to the tank through the conduit 214, port 212, port 218, conduit 268, port I18, and bore I82. The small end of the cylinder 58 is supplied with fluid under pressure either from the main power circuit of the transmission or from the auxiliary pump 236depending upon the position of the shuttle valve 244. The cricuit for this fluid is from the shuttle valve 244 through conduit 256, port 258; valve 2 I6, port 268, and conduit 262 to cylinder 58. The piston 56 thus moves to the left until the ratio of transmission is such that the prime mover 66 may handle the overload without danger.

The compression of the spring I22 is varied by the cam 88 in accordance with the position of the tilting box I6 and the shape of the cam is such that the horsepower required at the shaft 66 when valve '98 opens is constant for all ratios of transmission. Since the horsepower transmitted by the hydraulic transmission is proportional to the product of the fluid pressure existing in the transmission and the speed of the B-end shaft, the cam 88 may be so shaped that the compression of the spring I22 will be maintained at the proper value for any speed ratio of transmission. Thus when the "B-end" shaftIB is revolving slowly, the pressure which may be built up without exceeding the limiting horsepower is high. Since the position of the tilting box I6 is determinative of the speed of the shaft-I8, it will be seen that when the tilting box I6 is near the neutral position the cam 88 holds the tension rod II8 to the left, as shown in Figure 6, applying a relatively high force to the valve member I26. A relatively high pressure is therefore required to move the valve member I26 to the right under these conditions.

Conversely when the B-end shaft I8 is revolving at a high speed, much lower pressure in the system will produce an overload on the prime mover so that with the tilting box in a high speed position, as shown in Figure 1, the cam 88 applies a smaller force to the valve member I26 permitting it to open on a much lower pressure. Thus, the full horsepower of the prime mover may be utilized at low B-end speeds without danger of overloading the prime mover at high B-end speed.

When the tilting box is in position for rotation of the B-end shaft I8 in the reverse direction, the parts take up the position illustrated in Figure 2 wherein the piston 56 lies to the left of the mid-point of its travel and upon the occurrence of an overload it is necessary to move the piston to the right rather than to the left as previously described. The directional con trol valve 96 moves to the right during the first small increment of travel of the tilting box away from neutral position in a counterclockwise direction in Figure 1 and Figure 8, and thereupon connects the port 210 of the valve 2I6 with the shuttle valve 244 through the conduits 268, I94 and 254. Fluid under pressure i thus admitted from either the main power circuit or from the auxiliary pump 236 to the large end of the cylinder 58 from port 212 through conduit 214. Thus, whenever the B-end shaft is rotating reversely and an overload occurs, the movement of valves 90 and H6 to the right and left, respectively, admits fluid under pressure to both ends of the cylinder 58. Since the area of the piston 56 exposed to the lefthand end of the cylinder 58 is greater than the area exposed in the righthand end, the resultant force tends to move the piston to the right toward neutral position until the mechanical advantage of the A-end shaft over the "B-end shaft is increased sufficiently so that the prime mover may handle the overload imposed.

During operation with normal control exercised through valve 2I4, the operation of valve 90 causes this normal control to be temporarily interrupted since valve 2| 6, in the position shown in Figure 1, cuts off communication between conduit 216 and port 272. The cylinder 58 is thus out off from any control influence by valve 2I4 until the valve 90 closes permitting valve 2I6 to move to the right into the position shown in Figure 3. When normal control is exercised through valve 2I4, the handwheel 44 is free to turn with the B-end shaft I8; the shaft 30 and nut 46 turning together as a single unit at each particular setting of the control piston 56. When piston 56 moves, of course, the handwheel 44 speeds up or slows down relative to the B-end shaft I8 so long as piston 56 continues to push or pull the threaded shaft 30 into or out of the nut 46. During operation with normal control exercised through handwheel 44 instead of through valve 2I4, that is, during operation with follow-up control, the valve 90 takes control away from handwheel 44 whenever safe loads are exceeded. This comes about from the fact that the effort exerted by piston 56 when valve 00 opens is greater than any effort which can be manually applied to handwheel 44. Accordingly, when valve 96 opens, piston 56 moves toward neutral position as just described, bringing with it the shaft 30. In order to move, the shaft 30 must at least slow down relative to the B-end and may even stop or reverse. In any event the rotation of shaft 30 must be algebraically less than the rotation of the B-end shaft I8 and nut 46 in order to cause a difference in speeds which is made up by the translatory movement of shaft 30.

The control mechanism thus far described also operates to limit the horsepower which may be transmitted back through the transmission from the B-end shaft I8 to the A-end shaft 66. In other words, should the load tend to drive the prime mover, the horsepower which may be transmitted backward through the transmission is limited to the same value that may be transmitted therethrough in the normal direction.

Operation under these conditions is identical to that previously described, the only difference being that if the port 230, for example, be the pressure port when power is transmitted normally through the transmission for a given direction of rotation of the shaft I8, then the port 228 becomes the pressure port when the load tends to feed power back to the prim mover. Since the occurrence of an abnormal pressure rise in either port causes movement of the tilting box I 6 toward neutral position, it will be seen that an excessive amount of power feed-back will reduce the mechanical advantage of the B-end shaft I8 upon the A-end shaft, thus slowing down the B- end shaft and reducing the horsepower transmitted back to the A-end shaft.

When the transmission is operated manually by the crank I6, as when a failure of the prime mover occurs, the horsepower which may be transmitted through the transmission is limited by the constant torque valve I00. Rotation of the crank 16 drives the shaft 286 which drives the flywheel 298 at a higher rate of speed through the planetary gearing 292, 294, 298 for steadying the speed of operation of the shaft 288, and also drives the sprocket 3I6 through the clutch 304 and through the spring-loaded cam mechanism 3I2, 3| 4. Upon the occurrence of an overload sufficient to require an excessive torque upon the crank I6, the sprocket 3 I 6 slips relative to the hub 306 causing the projection 3I2 to travel along the cam surface 3I4 compressing the springs 3I0. As soon as the projection 3I2 has traveled along the cam surface 3M a predetermined distance, the torque required for further travel exceeds the torque which the clutch 304 is capable of transmission and thereafter the clutch 304 slips until the torque required falls off to a safe value.

The movement of the cam member 308 to the left caused by the cam 3 I4 actuates the fork 320 to pull the operating rod 2 I 2 to the left in Figures 1 and 8, thus moving the valve member I88 to the right and connecting port I06 to port I92 instead of to the tank. Fluid under pressure is thus admitted from the shuttle valve 244 through the ports 522 and I95, conduit I68, ports I42 and I40 and the conduit 282 to the power cylinder 284, moving valve 2H3 to the lefthand position illustrated in Figure l. The piston 56 is thus caused to move toward neutral position in the manner previously described in connection with the constant horsepower valve 90.

Thus, assuming that the crank 16 is operated at a substantially constant speed, the occurrence of an excessive load at the A-end shaft l4 tends to increase the mechanical advantage of the A- end shaft l4 over the B-end shaft 18 until the ratio of power transmission is such that the overload may be safely handled at the crank 16. Since the power delivered to the crank 16 is ordinarily operation at a much lower load on the shaft I8 than does the constant horsepower valve -90. The operation of the constant torque valve is subject to the directional control valve 96 in the same manner as is the constant horsepower valve 99. Thus, whenever the tilting box lies on the counterclockwise side of neutral position in Figure 8,;

valve 96 will lie to the right in Figure 1 and connect the large end of cylinder 58 to pressure fluid whenever valve 216 is moved to the left by pres sure fluid from valve I00. This circuit is through conduit 254, port I16, valve 96, port I18, conduit 268, port 210, valve 216, port 212 and conduit 214. The greater area of the large end of cylinder 58 is thus predominant over the area at the small end and piston 56 is thereby moved to the right toward neutral position.

It will thus be seen that the present invention provides a control device for a variable speed transmission whereby the transmission itself will automatically prevent the overloading of its prime mover regardless of the resisting load applied to the driven member of the transmission.

While the form of embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What is claimed is as follows:

1. A control device for a variable displacement pump comprising in combination, means for varying the pump displacement, means for re ulating the pump displacement in response to pump discharge pressure variations, and means operated concurrently with the displacement varying means for varying the response of the displacement regulating means to cause it to respond at different pressures in accordance with changes in pump displacement.

2. A control device for a variable displacement pump comprising in combination, means for varying the pump displacement, means operating on the displacement varying means for re;- ulati'ng the pump displacement in response to pump discharge pressure variations, and means for varying the response of the regulating means to cause it to respond at different pressures in accordance with changes in pump displacement, said last-named means including a cam movable with the displacement varying means and having a follower operatively associated with the regulating means.

3. In a variable displacement pump the combination of a member movable to vary the pump displacement, control means for normally determining the position of said member, means responsive to the discharge pressure of the pump for moving said member, and means controlled by the position of said member for varying the pressure response of the first-mentioned means in a manner to maintain the power required by the pump below a predetermined maximum.

4. In a variable displacement pump the combination of a member movable to vary the pump displacement, control means for normally determining the position of said member, means responsive to the discharge pressure of the pump for moving said member, and means, including a cam, controlled by the position of said member for varying the pressure response of the firstmentioned means in a manner to maintain the power required by the pump below a predetermined maximum.

5. In a variable displacement pump the combination of a member movable to vary the pump displacement, control means for normally determining the position of said member, means, including a valve, responsive to the discharge pressure of the pump and a fluid motor controlled by said valve for moving said member, and means controlled by the position of said member for varying the pressure response of the first-mentioned means in amanner to maintain the power required by the pump below a predetermined maximum.

6. In a variable displacement pump the combination of a member movable to vary the pump displacement, control means for normally determining the position of said member, means, including a valve, responsive to the discharge pressure of the pump and a fluid motor controlled by said valve for moving said member, and means, including a cam, controlled by the position of said member for varying the pressure response of the first-mentioned means in a manner to maintain the power required by the pump below a predetermined maximum.

ARTHUR L. ELLIS. 

